Splash protection assembly for vehicles equipped with mudguards

ABSTRACT

An assembly intended to eliminate the turbulence and pressure rise occurring inside a mudguard (1) due to the effect of the airflow, caused by the motion of the vehicle, passing over the inside of the mudguard and meeting the counter-directed airstream caused by rotation of the wheel (2) and the splash formed thereby. By introducing guide means (3,4) between wheel (2) and mudguard (1), these streams of air can be mutually separated and the wheel airstream redirected to coincide with the airflow on the inside of the mudguard without pressure rises and consequent turbulence occurring inside the mudguard. The assembly can have one or more vanes (4) or a body (3) forming a portion of a channel (9a,9) for the airflow along the inside of the mudguard and simultaneously redirecting a portion of the wheel airstream.

The present invention relates to a splash protection assembly forvehicles equipped with mudguards comprising means arranged between thewheel of the vehicle and the mudguard to lessen the spread of dust andsplash resulting from the movement of the vehicle.

There are a number of different kinds of splash protectors in the priorart, as is apparent from the following publications:

Swedish Pat. Nos. 320 281, 324 113 and 212 544 as well as Swedish Pat.No. 798/72,

U.S. Pat. Nos. 2,619,363, 2,782,053, 3,198,545 and 3,341,222,

German Pat. No. 880 555 and German Application Nos. 2 025 519 and 2 045212.

In the great majority of these known splash protection assemblies, theaccepted theory is that the water and dust mist occurring behind avehicle in movement can be eliminated by preventing splashes fromimpinging on different parts of the inside of the mudguard and mud-flapwhere they are disintegrated into smaller drops forming the mist at theside and behind the vehicle. The term "splash" is intended here todenote the portion of the splash which is generated by water andparticles being entrained in the tire tread and tangentially flung offby centrifugal force from the tire.

Heavier particles will thus be thrown off from the tire relativelyquickly, while water and smaller particles are thrown off at a latertime, due to the suction effect occurring when the tire tread expandsafter contact with the road surface. This time is dependent on the sizeof the mud particle, adhesion force between the tire and the particleand the circumferential speed of the wheel. With low circumferentialspeed, the adhesion force dominates, and the majority of the muddy wateris retained in the tire for the greater part of the rotation. With ahigher circumferential speed, the adhesion force is overcome by thecentrifugal force and there is a separation of particles in thedirection of rotation of the tire, the heavier particles being separatedfirst while lighter particles are separated later, at times depending onthe weight of the particle, the adhesion force and the centrifugalforce.

The screening assemblies of the prior art are formed in such way thatmainly heavier particles are prevented from being thrown off towards afollowing vehicle. This effect is also obtained by different kinds ofso-called "mudflaps", i.e. the splash protectors of flexible materialwhich are usually fixed to the extension of the mudguard behind the tireand towards the road surface. In certain structures the screen has beenplaced as close to the circumference of the wheel as possible, and hasbeen directed so that the particles thrown off in front of the screenimpinge on it and are partially guided back down towards the roadsurface in a spread-out condition. The particles of muddy water whichare thrown off behind the screen will thus, as previously, give rise toa mist of water around the vehicle. This function is also strived for innewer types of mudflap, and it therefore consists of a plurality ofbaffles which guide the heavier particles in the splash down towards theroad surface. All these known structures are, however, only intended tolimit the spread of the heavier particles in the splash and not the partwhich is thrown off later, and which gives rise to the water mist behindand at the side of the vehicle.

Only in one of the patent specifications cited above, namely the Germanpatent specification No. 880 555, is there indicated an arrangement inthe form of a splash plate for motor vehicles, especially motorcycles,intended to service as an impinging surface for the part of the splashnormally impinging on the inside of the mudguard, said splash beingcaused to flow against the direction of vehicle travel by reason of itsspeed, and out from the forward and upper portion of the mudguard, wherethe drops are then redirected by the airflow and thrown to the sides sothat they impinge on the legs of the driver ("airflow" being defined inthis context as the relative stream of air due to travel). To preventthis effect, a guiding screen is placed, according to the Germanspecification, between the wheel and the inside of the mudguard, thisscreen being intended to form an impinging surface for a part of thesplash, which is then caught up by the screen and is forced by theairflow back into the mudguard instead of being sprayed out in front ofit. This structure does not prevent particles of water from flowing outfrom the mudguard at the sides, as a result of the phenomena observed inconjunction with the present invention.

None of the structures in the prior art has been found particularlyeffective for preventing the occurrence of splash wake in spite oftheoretical as well as practical attempts to solve the problem. Theoccurrence of splash wake naturally has large drawbacks, and contributesto a great extent to deteriorated traffic safety in conjunction withsnow or rainfall, or very dusty roads.

The present invention is based on new knowledge of the complexaerodynamics and other conditions giving rise to splash wake, and byutilizing this knowledge there is proposed, according to the presentinvention, a splash protection assembly, in which there is positionedbetween the wheel and the mudguard at least one guide member with itssurface facing towards the mudguard, which together with the inside ofthe mudguard or with a further guide member is intended to form at leasta part of a channel between (1) a zone with increased air pressure,occurring substantially through the action of the airflow between thewheel and the mudguard and a stream of air substantially counterthereto, occurring as the result of the rotation of the wheel and thethus formed splash, and (2), another zone with lower air pressuresituated downstream, in the airflow direction, of the zone havingincreased air pressure.

In accordance with an embodiment of the assembly, the guide member isformed with at least two guide surfaces, one of which is facing towardsthe mudguard and constitutes a part of the channel between both thepressure zones, while the other is facing towards the wheel, andconstitutes a guiding surface for a portion of the airstream developedby the rotation of the wheel and the splash wake.

Some embodiments of the invention selected as examples are describedbelow while referring to the accompanying drawings, on which

FIG. 1 is a schematic sideview of a vehicle wheel with a conventionalmudguard and mudflap, with the air currents and splash occurring in thismudguard in a first phase of the splash spread,

FIG. 2 is a side perspective view of the air currents and splash underthe mudguard and during a later phase of the splash spread than is shownin FIG. 1,

FIG. 3 is the same sideview as in FIG. 1, although here there isintroduced a guide member in the form of a guide body according to theinvention,

FIG. 4 is a function diagram of the assembly according to FIG. 3,together with the currents and pressure zones occurring inside themudguard,

FIG. 5 is a perspective view of the guide body according to FIGS. 3 and4,

FIG. 6 is the same view as in FIG. 2 but with a guide body in place andwith the thus-altered air currents and splash,

FIGS. 7 and 8 show alternative forms of the guide body according to FIG.5,

FIG. 9 is the same sideview as in FIG. 3, now supplemented with afurther guide member in the form of a baffle plate,

FIG. 10 is a function diagram of the assembly in FIG. 9,

FIG. 11 is a perspective view of the baffle plate introduced in FIGS. 9and 10,

FIG. 12 is the same view of the mudguard as in FIG. 6, supplemented by abaffle plate according to the invention and with the air currents andsplash prevailing in this alternative embodiment,

FIGS. 13 and 14 show alternative embodiments of baffle plates,

FIGS. 15 and 16 show alternative embodiments of both guide body andbaffle plates,

FIG. 17 illustrates the application of the invention to a vehicle withpairs of wheels in tandem,

FIG. 18 shows an embodiment having a guide element in the form of acylindrical body,

FIG. 19 shows the assembly in FIG. 18 seen from above,

FIG. 20 shows the function of the cylindrical guide body in FIG. 18,

FIG. 21 shows a combination of baffle plates and a cylindrical guidebody,

FIG. 22 shows a further alternative embodiment in which the cylindricalguide body has been supplemented with baffle plates,

FIGS. 23-27 are views from one side and above of different embodimentsof the cylindrical guide body,

FIG. 28 is a schematic sideview of a further embodiment in which themudguard has been formed with an outer channel and an outer air intake,and the mudflap has been provided with guiding means,

FIG. 29 is a detailed perspective view of the embodiment in FIG. 28,

FIG. 30 is a detail of an embodiment where the mudguard has beenprovided with through-passages between the outer and inner channels,

FIG. 31 is a cross-section of an alternative embodiment of the outerchannel with the air intake placed at the rear portion of the mudguard,

FIG. 32 is a cross-section of a detail of the outer channel,

FIG. 33 is a schematic view of the mudguard seen from above withindividual air intakes to the outer channel,

FIG. 34 is the same view as in FIG. 33 but of an alternative embodimentwith a central air intake and individual channels leading the air to theinner channel,

FIG. 35 is a schematic sideview of a still further embodiment inaccordance with the invention, in which the mudflap consists ofobliquely directed fins, forming a portion of the inner channel togetherwith an extended baffle,

FIG. 36 is a perspective view of the splash protection assembly in FIG.35,

FIGS. 37 and 38 are schematic cross-sections of the air currents for aguiding body with two alternative embodiments of a mudflap,

FIG. 39 is a perspective view of the mudflap in FIG. 38,

FIGS. 40, 42 and 44 are schematic cross-sections of the air currents forthree different embodiments of guide body and mudflap,

FIGS. 41, 43 and 45 are perspective views of the mudflaps in FIGS. 40,42 and 44, respectively,

FIG. 46 is a sideview of an embodiment which is provided with movableside pieces mounted pivotably on the mudguard,

FIG. 47 is a section of the assembly shown in FIG. 46,

FIG. 48 is a schematic sideview of an embodiment containing a completegeneral arrangement of the different splash protection means shown inthe previous Figures and furthermore provided with a fan driven by acylindrical guide body,

FIG. 49 is a sideview of the exterior of the embodiment in FIG. 48,where the motion of the side parts is indicated by dashed lines.

As is apparent from FIG. 1, there is a heavily turbulent zone 10 betweenthe mudguard and the vehicle wheel as a result of the airflow beingopposed in direction to the airstream generated by the splash androtation of the wheel, thus giving rise to zone 10 at increasedpressure, from which air eddies out at the sides towards zones withlower pressure as is indicated in FIG. 2 by the numeral 11. The zoneswith lower pressure occur, for reasons including the airflow generatinga certain suction effect, the air mixed with dust or particles of waterand flowing out from the mudguard being spread sideways and behind thevehicle under the action of passing air. As is also apparent from FIG.1, a mudflap 5 is placed conventionally at the rear edge of the mudguardto prevent larger particles from being thrown directly towards afollowing vehicle. A conventional mudguard with a mudflap of this kindreinforces the spreading effect of dust and water particles, however,since a turbulent zone is formed behind the mudflap. Conventionalmudguards have also a certain aerodynamic braking effect on the vehicleand attempts are generally made to reduce this effect by placing themudguard closer to the wheel. This measure also contributes toreinforcing the spread of water and dirt mist around the vehicle. Theturbulent excess pressure zone 10 moves counter to the direction ofrotation of the wheel as the circumferential speed of the wheelincreases, which has to do with the centrifugal force increasing withincreasing circumferential speed, while the adhesion force issubstantially constant and independent of the speed, as has already beenpointed out in the general portion of this description. With aconventional mudguard, the dynamic pressure of both the opposing streamsof air is converted to a static excess pressure zone from which the aireddies out in the only direction where the air has a lower pressure,i.e. the edge portions of the mudguard, and the sub-pressure at theseportions is reinforced by the airflow rushing past, as previouslyindicated.

The invention is based on the desire to prevent the occurrence of thestatic excess pressure zone formed with a conventional mudguard, andwhich can occur by not closing in the opposing streams of air betweenthe mudguard and the wheel the prevention can be accomplished byseparating them with the help of a guide member 3, with its side facingtowards the mudguard, together with the inside of the mudguard or with afurther guide member, forming a channel 9 between the zone at increasedair pressure H and a zone L, with lower air pressure, situateddownstream of the excess pressure zone H in the airflow direction. Anatural expansion path is hereby achieved for the air between bothpressure zones simultaneously as the dynamic pressure of the airflow isutilized to deflect the opposing airstream polluted with splash, andcoming from the wheel, to force it back again towards the road surfacein a collected stream of air which can be prevented by different meansfrom spreading to any notable extent. FIGS. 3, 4 and 6 show how the aircurrents interact when a guide body 3 has been introduced between thewheel and mudguard, and how effectively this body separates the opposingair currents. When the air currents are mixed, the speed of theairstream generated by the splash has been substantially reduced whilethe airflow has a substantially greater dynamic pressure, resulting inthat the first mentioned airstream is entrained, and is forced into thechannel 9 and down towards the road surface. The suction effect can beimproved by having a gap 7 between the mudflap 5 and the guide body 3,which can be given a configuration varying in different ways to increasethe effect of the assembly.

It is indicated in FIG. 4 that the excess pressure zone H occurs firstlyby the action of aerodynamic factors A, secondly by the kinetic factorsK and thirdly by the mixture of these factors A and K. To furtherimprove the flow from the channel 9, the bottom edge 8a of the mudguardcan be given a configuration such that the exit flow vector S meets witha specific concentration and force the airflow vector D which variesdirectly as the circumferential speed of the wheel. These vectors shouldmeet each other at an angle which is less than 90° and subsequentlycontinue in a resulting direction R with an angle γ to the road surfacewhich will be proportional to the size of both vectors S and D. Theeffectiveness of the guide body 3 is dependent on its proportions alongthe x-axis as well as the y-axis, where "y-axis" relates to the distanceof the body above the rotational axis of the wheels, and this distanceshould be so adjusted that the upwardly directed air currents K will besufficiently weakened for deflection towards the inlet of the channel 9.The dimensioning of the guide body 3 along the y-axis can also vary,depending on what other elements are used together with the guide bodyin the splash protection assembly. A baffle 4 can be used, e.g. as isapparent from FIG. 10, so that the opposing airstreams A and AK are thuseven more effectively separated to prevent the occurrence of a staticexcess pressure zone. The extension of the guide body along thehorizontal line going through the wheel axis, is its extension along thex-axis, which increases the distance from the circumference of the wheelto the outlet of the channel 9 at the same time. The extension of theguide body along the x-axis should be adjusted so that passing currents,and especially the lower current passing through the gap 7, will besubstantially free from turbulence. This effect can also be obtained byadjusting the form of the mudflap 5 as shown in FIGS. 40-45.

According to FIGS. 7 and 8, the guide body can be given differentconfigurations to improve its coaction with the other members includedin the assembly. For example, its surface 3a facing towards the wheelcan be given a curved form, as is apparent from FIG. 8, so that theupward airstream K is partly separated more effectively from theairstream D caused by larger particles, and partly deflected more gentlyfor connecting to the main airstream through the channel 9. From theother surfaces 3b and 3c it can be seen how the desired effect ofpreventing turbulence can be obtained at the same time as the differentair currents passing over the surfaces of the guide body are effectivelymixed. All these measures provide vectors which coact for providing aflow vector S, well-defined as to its magnitude and direction, which arealso the deciding factors for how effectively dust and dirty water arecaused to flow towards the road surface. FIG. 7 illustrates how thesurface 3d of the guide body 3 can be varied partly to force theairstream KD towards the road surface, and partly for apportioning theair currents along both these adjacent side surfaces.

As indicated above, a baffle 4 can be introduced to further improveseparation between the two opposing airstreams AK and A to reduce therisk of static pressure increase when both air currents are mixed. Theflow rate is furthermore increased in the channel parts 9a and 9, whichin turn improves the ejector effect for the airstreams AK and K, whenthese are caused to enter substantially parallel to the main airstream Ain the channel 9. Such an arrangement results in the vector S' in FIG. 4becoming greater than the vector S in turn signifying a more efficientdamping effect on the vector D, since the angle γ' of the resultantvector R' to the road surface will be greater than the angle γ in FIG.4. The configuration of the baffle can be varied, as is apparent fromFIGS. 13 and 14, particularly the curve of its front edge and itsradius, depending on its location between the mudguard and wheel.

The amount the leading edge of the baffle is bent downwards is denotedby the dimension z in FIG. 10, and the leading edge should be placed ata height of y" from the rotational axis of the wheel, which correspondsto the lower activating zone of the airstreams A. The length of thebaffle 4 can also be varied, depending on the shape and size of themudguard; the portion coinciding with the direction xy should then beadjusted to the dimensions of the channel 9 so that the channelfunctions as effectively as possible. In FIGS. 13 and 14 it is indicatedhow the configuration of the baffle can be varied and how the course ofthe flow can be controlled by introducing a plurality of baffles withdifferent configurations and different locations.

FIGS. 15, 16 and 17 show how the guide body and baffle can be givendifferent configurations for providing airstreams suited to the exteriorconditions. FIG. 16 shows how the baffle can be formed with differentconfigurations on both its defining surfaces, so that it can replace theguide body in certain cases. FIG. 17 shows an application of the baffleand guide body to tandem double wheels.

In the embodiments of the splash protection assembly according to theinvention shown on FIGS. 18-27 the guide body 8 is formed cylindricallyand mounted on a shaft 16 carried by two arms 17, in turn pivotablymounted on the mudguard 1. The cylindrical body 8 can thus be broughtinto engagement with the vehicle wheel 2, e.g. by the arms 17 beingactuated by a setting means 20, which can be either manually orautomatically actuated. When the cylindrical guide body 8 is engagedagainst the wheel 2, it acts directly as a screen for the upwardlydirected airflows denoted by the flow vectors K and AK in FIGS. 4 and10. The cylindrical body is driven by the vehicle wheel, utilizingfriction, at substantially the same circumferential speed as the wheel,and as a result of the centrifugal force it will redirect the trajectoryof a portion of the particles loosened from the wheel, i.a. because ofthe frictional engagement. Furthermore, the contact between thecylindrical body and the wheel will, per se, loosen particles from thewheel and throw them in a direction influenced by the structure of thecircumference of the body. As shown in FIGS. 25-27, this surface caneither be smooth or patterned in combination with a short-bristledbrush-like covering, as indicated in FIG. 26, or with long bristles asindicated in FIG. 27. The particles loosened and thrown off by the bodywill be given a trajectory joining the main flow A through the channel 9between the body and the mudguard 1. The body can be arranged togetherwith one or more baffles 19, which facilitates and improves theredirection of the airstream and the particles loosened from the vehiclewheel, while the assembly can also be combined with stationary baffles4, previously described. The arrangement with a cylindrical guide bodycan be suitably combined with a mudflap 5, of the kind describedearlier, with a gap 7 between the body and the mudflap for the particlesthrown off from the vehicle wheel. Since the rotation of the bodycounteracts these airstreams, a limiting baffle can be introducedbetween these flow directions to eliminate static pressure zones withthe undesired consequences these have. From FIG. 22 it is also apparentthat both arms 17 carrying the cylindrical body 8 can be displaced ingrooves to enable the body to be movably mounted.

According to an embodiment shown in FIGS. 28-34, outside airstreams canbe utilized to increase the flow speed in the channel 9 between bothpressure zones. These outside airstreams can be generated for example byan outer screen located outside the mudguard, the former together withthe mudguard 1 forming an outer channel with air intake 23 and one ormore outlets 24a and 24b. By means of this arrangement an auxiliaryairstream is generated in the outer channel, and this airstream isintroduced parallel to the main airstream in the inner channel 9, toreinforce it and give it an increase in velocity. The air intake 23 caneither be formed as shown in FIGS. 28 and 29, or also as indicated inFIGS. 33 and 34, i.e. as a plurality of air intakes arranged along theouter edge of the mudguard, or as a common air intake 23a for individualchannels 24c leading to outlets with different mutual location on theinterior of the mudguard. To increase air speed, the outer channel canbe provided with constrictions or other means increasing the ejectoreffect when the outer airstream is introduced into the channel 9 betweenthe pressure zones. For successively mixing the airstreams in the outerand inner channels, the mudguard can be provided with louvres 23d toallow air passage between these channels, before both airstreams arecombined in the main channel between the pressure zones. FIG. 31 showsan alternative embodiment of the outer channel, where the air intake 23cis placed on the rear side of the mudguard and the channel is given acurved shape, while its outlet is formed with a constriction increasingair speed and improving mixing between the airstreams. As is apparentfrom FIG. 32, the air speed can be increased by introducing aconstricting orifice 25 in the outer channel 24.

The shape of the mudflap is also important for achieving the technicaleffect sought in accordance with the invention. As has been indicated inconjunction with the description of FIG. 6, a turbulent zone occursbehind a conventional mudflap 5, counteracting the damping effect of themain airstream directed towards the road surface and thus reducing theeffectiveness of the assembly. In FIG. 28 the mudflap 5 has been given aflow-controlling configuration, thus causing the turbulence behind it todiminish while at the same time a guide channel is formed between theguide body 3 and the guiding surface of the mudflap, which redirects theflow vector KD so that it is introduced gently and substantiallyparallel to the airstream through the main channel 9 between thepressure zones. FIGS. 37-45 show different embodiments of splashprotectors, comprising a part 5, 5a, 5b or 5c, intended to serve asmudflap and attached between two side portions 26, 26a, 26b and 26c,limiting the inner airstream generated by splash from the airflow tolessen the risk of the splash being sucked out to the sides of thevehicle. The splash protector also includes a guiding flange 27, 27a,27b and 27c to guide the airstream in the main channel 9 between thepressure zones and prevent it from being disturbed by the mergingairstream from the splash. The Figures also show how the mudflap can beshaped and brought to coact with the guide body 3 for obtaining theleast possible turbulence in the area behind it. The "mudflap" cannaturally be formed as a guide body, as indicated by dashed lines inFIG. 40 and full lines in FIG. 44.

FIGS. 35 and 36 show how a lamella or louvre type 5e of splash protectorcan be utilized in combination with an arrangement according to theinvention. Louvre splash protectors are known per se, but have notachieved the desired effect since they only affect the heaviestparticles in the splash, which after impinging on the louvres are throwndown onto the road surface in a spread-out condition. If an apparatus ofthe kind depicted in FIGS. 35 and 36 is utilized, however, splash spreadfrom the louvres is prevented because the splash impinging on thelouvres is reflected into the main airstream in the channel 9 betweenthe pressure zones, where the side pieces 26e effectively coact to keepthe main stream collected before it is allowed to flow out freely fromthe outlet 6a. The guide flange 27e is considerably extended in thisembodiment and constitutes a part of a baffle in the channel between thepressure zones. FIG. 36 is a perspective view of how air and splash flowthrough a splash flow in a splash protector according to thelastmentioned embodiment.

FIGS. 46-49 show, among other things, how a splash protection assemblyaccording to the present invention can be formed with movable sidepieces 28 and 28a, pivotably mounted in the mudguard, e.g. about a shaft29, and which can be retracted for removing the wheel or in conjunctionwith the bottom of the mudflap 5 knocking against an obstacle on theroad surface. As previously indicated in the description, the airflowcan cause water and dirt mist occurring between the wheel and themudguard to be sucked out at the side past the edges of the mudguard andspread to the side of and behind the vehicle. The movable side piecesthus have the object of separating the airstream inside the mudguardfrom the airflow, thereby further reducing the risk of splash beingspread out at the sides. As illustrated by FIG. 47, the movable sidepieces are suitably formed as extensions 28 of the side portions of themudguard 1, either on the outside or inside thereof. These extensionsmust naturally be movable, primarily to allow simple removal of thevehicle wheel in conjunction with wheel changes or other repairs to thevehicle. FIG. 48 shows an embodiment containing a plurality of thecomponents described in conjunction with the previous description of theFigures. This splash protection assembly thus has a guide member in theform of a fixed guide body 3, as well as a movable guide body 8, forbringing into engagement with the vehicle wheel, and which is coupledvia a transmission 32 to a fanwheel 31 intended to increase the flowspeed through the channel between the guide body 3 and the baffle 4immediately above it. The cylindrical guide body 8 can be brought toengage the vehicle wheel by means of a lever 33, pivotable in onedirection under the action of a counterweight 34, there being a cable 35connected to the lever for actuating it in the other direction. THecable can in turn be actuated manually or by a motor. The splashprotection assembly according to this embodiment further comprises twobaffles 4 and an outer channel 24, the latter having an air intake 23and an outlet shaped for venturi effect to increase the flow speed inthe inner channel 9. The forward part of the mudguard can also beprovided with an air intake 23, further contributing to increasing theflow speed between the wheel and the mudguard, thus also contributing toincreasing the effectiveness of the assembly. The assembly is furtherprovided with a movable side piece 28a, formed with a part constitutingan extension of the baffle 1a and connecting thereto as well as toanother part 27 which together with the mudflap 5f forms at least oneextended portion 9a and 9b of the channel between both pressure zones.By means of this arrangement there is achieved an extremely concentratedairstream directed obliquely onto the road surface and containing themajor portion of all the dust and splash generated as a result of thecontact between the wheel and road surface. This concentrated airstreamwill not be affected to any notable degree by the turbulent air zonebehind the vehicle which is situated substantially higher up behind thebody of the vehicle. Even if there is a greater degree of turbulence,especially with large vehicles, the strong and concentrated airstreamfrom the splash protection assembly overcomes the turbulence behind thevehicle and thereby the occurrence of splash wake is prevented fromlarge vehicles also.

I claim:
 1. A splash protection assembly for vehicles with mudguards,comprising means arranged between the wheel of the vehicle and themudguard for lessening the spread of dust and splash as a result of thevehicle travel, said means including at least one guide member extendingbetween said wheel and said mudguard substantially across the entirewidth of the mudguard and in the airstream occurring as a result of therotation of the wheel and being provided with one guide surface to format least a part of a channel for an airstream along the inside of themudguard, wherein said guide member comprises a guide body with threeguide surfaces, one of which is arranged to form said part of thechannel, a second forming the lower side of the guide body and adaptedto redirect a part of the airstream occurring as a result of therotation of the wheel and the thus formed splash, and a third guidesurface forming an edge of incidence together with the second guidesurface, said edge of incidence being directed towards the airstreamoccurring as a result of the rotation of the wheel and the thus formedsplash and splitting this airstream into two partial airstreams, one ofwhich is guided by the second guide surface, and wherein the third guidesurface together with the first guide surface form the upper side of theguide body and are adapted to redirect the second partial airstream sothat the two partial airstreams enter the channel with directions whichare substantially in parallel with one another and with the airstream inthe channel.
 2. An arrangement according to claim 1, characterized inthat the inside of the mudguard is formed with side portions whichtogether with the guide member define the channel (9) for the airstreamalong the inside of the mudguard.
 3. An arrangement according to claim2, characterized in that the side portions are extendable by means ofmovable side pieces (28) which are pivotably mounted in the mudguard. 4.An arrangement according to any of claims 1, 2 or 3, characterized inthat at least two guide members (3, 4) are arranged between the mudguardand the wheel.
 5. An arrangement according to claim 1, characterized inthat the guide member (3) carries a splash protector (5).
 6. Anarrangement according to claim 5, characterized in that an extensionportion for said mudguard (27) together with the splash protector (5f)forms an extended portion (a) of the channel (9) for the airstream alongthe inside of the mudguard.
 7. An arrangement according to claim 6,characterized in that the extension portion (27) is connected to movableside pieces pivotally mounted in the mudguard (28).
 8. An arrangementaccording to claim 5, characterized in that the splash protector (5) iscarried a certain distance (7) spaced from the guide element (3) toallow passage of at least a part of the airstream passing over the thirdguide surface.
 9. An arrangement according to claim 8, characterized inthat the splash protector (5a-5c) is formed with guide means which,together with the guide elements (3) form at least one channel for theairstream passing over the third guide surface (3c).
 10. An arrangementaccording to claim 8, characterized in that the splash protector (5f) isformed with lamellas for louvres, commonly forming substantiallyparallel channels intended for redirecting at least a part of theairstream generated by the rotation of the wheel and the thus formedsplash, for interaction with the airstream in the channel (9a).
 11. Anarrangement according to claim 1, characterized in that the mudguard (1)is formed with an outer channel (24) at least partially located outsidethe mudguard and intended to enable an external speed airstream to beintroduced on the inside of the mudguard for entraining by means of anejector into the inner airstream along the inside of the mudguard, saidouter channel being provided with at least one constriction forincreasing the air speed.
 12. An arrangement according to claim 11,characterized in that the mudguard is provided with louvres as saidinjector for allowing air passage between the outer and inner channels.13. A splash protection assembly for vehicles with mudguards, comprisingmeans arranged between the wheel of the vehicle and the mudguard forlessening the spread of dust and splash as a result of the vehicletravel, said means including at least one guide member extending betweensaid wheel and said mudguard substantially across the entire width ofthe mudguard and in the airstream occurring as a result of the rotationof the wheel, said at least one guide member being provided with a guidesurface forming at least a part of a channel for an airstream along theinside of the mudguard, wherein said guide member comprises asubstantially circular guide body which is rotatably disposed forbringing into engagement against the wheel of said vehicle, said guidebody splitting said airstream occurring as a result of the rotation ofsaid wheel into two partial airstreams which are guided by said guidebody to redirect said two partial airstreams so that said two partialairstreams enter the channel with directions which are substantially inparallel with one another and with the airstream in the channel.
 14. Anarrangement according to claim 13, characterized in that the cylindricalguide body (8) is connected to at least one guide baffle (19).
 15. Anarrangement according to claim 13, characterized in that the cylindricalbody (8) is connected to a fan wheel (31) intended to increase the airspeed in the channel.